Elevator motor control system



Dec. 9, 1952 A. O.'LUND 2, 9

ELEVATOR MOTOR CONTROL SYSTEM Filed May 26, 1950 I 2 SHEETS-SHEET l tBl $25 w UR2 ore LU4 L04 H :45 {QR 1-2 GR ALL uas L0 0R3 Ion. M M 1 E 4 H fius 5735 M L DR4 TOD amine GRA 52- WITNESSES: INVENTOR Alvin O.Lund.

K KM ATTORNEY Patented Dec. 9, 1952 UNITED TATES PATENT OFFICE .ELEVATOR-.MOTOR CONTROL .SYSTEM A1vin'O.-Lu'nd ,-"East Orange, N. J.,-assignor*to 'WestinghouseElectric Corporation, East'Pittsz.burgh;-"Pa., acorporation of Pennsylvania Ap'pIicationMay 26, 1950, Serial N0.164,313

1 1 Claims. 1

i This'invention relates to a motor control"'system, and it hasparticularielation to a variable voltage motor :drive "having accurately regulated speeds of'operation.

In conventional variable voltage motor drives, it is oftenthepracticeto provide a: plurality of "accurately "controlled "speeds? of operation. :For

- example; in a'variablewoltage"drive for an ele- "vator system, "provision may be made for vtfull speedoperation and for 'slow'speedioperation pre- "paratoryto stopping the caraccurately' at adesiredfloor.

" In .the Alvin O. Lund et. a1. application; 'Serial No. 47,558, filedSeptember 3," 1948', a'nd assigned to the 'assignee'ofthe present patent application, which was issued Mayi16','1950; as Patent 2,508,179,

the generator of a variable voltage motor. drive j system is'provided withtwo fieldwindingsfflhese "1 fields. are connected cumulatively for purposes of acceleration and i'ull speed, operation? 'Thefields are connecteddifferentia-lly. for slow, speed operation.

" 'One'of thetwo field windings may be excited :from a suitable source'iof ldirect.curr.ent. This fieldiwindin is connected in' shunt across the terminals of the generator armature.'i"'There- .maining field'winding is separately excited inaccordance with an error voltage which represents '..'the" difference between the, speed .of the -.motor iconnected to the generator and a predetermined 'pattern'or reference quantity."."The excitation of the separatelyrxcited field is T efiected' through one or more :gridcontrolled rectifiers, such as "thyratrons." By connecting inztheigrid' circuit of "the thyratrons au'esistoriwhich' is'shunted by a capacitor, derivativedainping is introduced for substantially eliminating "hunting of the system. For the purpose of' determining the "error volt-- lnaccorda-nce with the invention, a; system of the type discloed=ih=the aforesaid "Alvin O. Lund et al. patent appli'caticn is provided with acon- .trol 'for adjusting the acceleration of the'motor. lo this end a' circuit having an adjustable time constant is employed-for establishing the pattern or reference voltage. Adjustable deceleration also is'provided.

' "The invention-also contemplates the'provision :1 of a bias ior the" electronic tubes or thyratrons which prevents operation'of the motor at a-h'igh ate'normally; In a'ddition'continuous derivative damping is provided byprovision of a continuously effective time-constant circuit for the voltage responsive to motor'speed.

It is, therefore; an'objectof the invention to provide a motor control system including an adjustable time-constant circuit for controlling the rate of changeof a pattern voltage employed for controlling an electric motor.

. It is also anobjectof vthe invention. to provide a motor control systemiincluding electr0nic;c0ntrol tubes which are biased to prevent undesired .motor operation when. the system fails to operate normally.

. It is anotheriobject of the invention to provide an' .elevator system having a variable voltage drive with an improved damping circuit.

It is an additional object of the invention to provide an elevator system. havin avariablevoltage drive with improved control er acceleration and deceleration.

Other objects of the inventionwill be apparent from the following discussion taken in'conjunction with the accompanying drawings, in which:

Figure 1 is a schematic view of an elevator system embodying the invention. The control circuits of Fig. 1 are illustratedin'straight line form,

Fig. 1A is a key diagram showin the coilsand contacts of relays and switches utilized in'the system of Fig. 1 in vertical alignment." Byplacing Figs. 1 and 11A .in horizontal alignmenathe vertical positions of contacts and relay or switch coils in Fig. 1 readilymay be ascertained by reference to Fig. 1A.

i Fig. 2 is a view in section with-parts schematically shown of an inductor. relay suitable for the systemof Fig. 1.

Referring to the drawings, Fig. 1- shows an elevator car C which is connected to a counterweight CW through a suitable. flexible rope-or cable H- which passes around a sheave l3. The car C is intended for movement in a vertical direction to serve a'plurality'of fioorsin abuilding within which the elevator system is installed. In order to. facilitate the accurate landing of the .elevator car at a desiredfloor, various expedients knownto the prior art may be employed. For

. the purposeof discussion, it will be assumed that the car C carries two inductor relays IL and 2L. Theinductor relay IL is a leveling relay which cooperates with pairs. of inductor plates PI and P2 at each floor'to level the car. .The inductor relay 2L is intended to initiate deceleration'of the elevator car at a predetermined distance from a desired floor at which the elevator car is to stop. To this end, the inductor relay 2L cooperates with inductor plates P3 and P! which are mounted in the elevator hatch for each floor of the associated building. Such inductor relays and inductor plates are well known in the art. See, for example, the White et a1. Patent 1,884,446.

The elevator car may be controlled in any suitable manner. For example, the elevator car may be provided with a car button for each floor of the building served by the elevator car and may be designed for full automatic control. For the purpose of discussion, however, it will be assumed that the elevator car C is controlled by a car switch CS mounted in the elevator car.

The sheave I3 is secured to a shaft l5 which is mounted for rotation about its axis by suitable means not shown. The shaft I5 carries a brake drum I! and is designed to be rotated by a directcurrent elevator motor MO.

The brake drum I? has a brake shoe l9 biased into braking engagement with the drum by means of a coil spring 2!. The brake shoe [9 is released from the brake drum IT by means of a brake solenoid or coil BR having a magnetic armature 23 associated therewith. When the coil BB is energized, the brake shoe I9 is withdrawn from the drum I7 against the bias of the spring For energizing the various control circuits, a pair of buses Bi and B2 may be connected to a suitable source of dii ect current through switches 25. These buses are employed to energize various 5 relays and switches. For the purpose of facilitating an understanding of the invention, the reference characters employed for designating certain of the switches and relays are listed as follows:

U -up direction switch D=down direction switch UR=up direction relay DR=down direction relay M=car running relay N=auxiliary car running relay GR=speed control relay lL=leveling inductor relay 2L=slowdown inductor relay LU:up leveling relay LD -down leveling relay H=holding relay GRA=deceleration control relay F'Rzacceleration control relay When contacts of a relay switch are referred to, they are designated by the reference character for the switch followed by a number indicating the specific contacts referred to.

Returning to the brake mechanism, it may be noted that the brake coil BB is shunted by a brake discharge resistor 27. When the brake is to be released, an auxiliary car running relay N is actuated to close its contacts N5. Closure of the contacts establishes an energizing circuit for the brake coil BR which may be traced from the bus B2 through the contacts Nd, the brake coil BR and the resistor 2? in parallel, the break contacts BR! of the brake and the conductor 3% to the bus Bl. As the brake is released, it opens its contacts BR! to introduce through contacts N2 a resistor 29 into the brake energizing circuit. This decreases the current flowing through the brake coil to a value merely suificient to maintainthe brake in released position.

Opening of the contacts N4 opens the energizing circuit for the brake cool BR. The brake coil dissipates its collapsing magnetic field rapidly through the high resistance discharge resistor 21 until the brake shoe has been partially reapplied. At this time, the back contacts BRI reclose to connect the resistor 23 through the back contacts N3 across the brake coil. The resulting substantial decrease in the resistance connected across the brake coil slows or softens the remainder of the reapplication of the brake.

In order to energize the motor MO, a motorgenerator set is provided which is represented by the commutator of the generator G. It will be understood that the generator in operation is rotated at a substantially constant speed by means of its associated motor. The generator G has its armature connected in a loop circuit with the armature of the motor M0 by means of conductors 33 and 35. Interpole field windings GPF and MPF for the motor MO also are connected in the loop circuit for energization. The motor MO is provided with a single field winding MF which is connected between the buses BI and B2.

Field excitation for the generator G is provided by two field windings GP! and GI -2. The field winding GFI may be energized from any suitable source, but in a preferred embodiment of the invention, it is connected in shunt across the terminals of the armature of the generator G. A field discharge resistor 36 is connected across the field winding GFI. In order to improve the control of the elevator motor, the field winding GE! is arranged to be reversibly connected across the armature of the generator G. To this end, contacts GRI and GRZ of a speed control relay GR are provided, together with contacts L! of an auxiliary relay and contacts NI of an auxiliary car running relay N. With the contacts in the positions illustrated in r "g. 1, the generator field winding GE! is connected between the conductors 33 and 35 through a circuit which may be traced from the conductor 33 through the contacts GRZ, the generator field winding GFI and. the contacts NI and Ll to the conductor 35. The resistor 33 also is in shunt with the field winding GFI. When the contacts GRZ, NI and LI are open, the contacts GR! are closed to connect the generator field winding GFl across the conductors 33 and 35 in a reverse direction for the purpose of reversing the field produced by this winding. Resistors 3! and 39 may be provided for the purpose of controlling the magnitude of the energization 0f the winding GFI.

The second generator field winding GFZ may be referred to as a regulating field winding, and the current supplied thereto is controlled for the purpose of accurately controlling the speed of the motor MO. The field winding GFZ may be energized from any suitable controllable source, but in a preferred embodiment of the invention it is energized through one or more grid-controlled tubes from a source of alternating current. In order to provide full-wave rectification of the alternating current, preferably two grid-controlled rectifier tubes 4! and 43 are provided. These are of the gaseous-discharge type known as thyratrons. The thyratrons are illustrated as of the indirectly-heatedcathode type having heaters MA and 43A which are connected for energization from the secondary winding of a transformer 35. The primary winding of the transformer 45 is connected sagoaorsos iii-l5 i ithroiigh aswitch 46 to assource 'ot. alternating eurrentrepresente'd:"by'conductorsll. 2 .Th'eIcathodes i H K; 43K- and: shildgtids 41S; 143Sr1ofxzthe :thyratrons lare oonn'ected to each otherfthrough a cohductr- 49. Theaectifief'of 1 may be a polyphase I *redtifier; if' sodesir'ed. However, for -the purpose offsimpli'city; it is illustrated as a 'single-phase full-wave rectifier. Plate voltage for th .:thyratrons li and 43' is' supplied. fI'Om 'thGIiCOIIdUCtOIS 4! -through: a rtransform'er 51. The rprimary -winding 5 lA of this I transformer: is ."conn'ected to the terminals 41 after a time delay has elapsed '1 umci'ent -10" permit adequate a heating: ofvrthe heaters '4 IA and 43A. To this'end, a time delay relay TD is connected across ithe' iprim'ary iwinding 'or the transformer 45? through hack contacts R! *or aholding relay- R. The time ridel'ay-irelay "has a time:delayiinioperation :sufficienta to permit 'adequate-"heatingfofthe :heater's' M A and 43A. At the :exp'ira'tion ofl-itsf timeirdelay, .gthe w-relay 'I'D "operates :to' T closeiits contacts 'TDI. I'his"connects" thelprimary winding 51Atand' the holding relay R in parallel across the primary winding 01' the I transformer 45. 1' mm wholding relay R 'promptlyoperates ;to close its contacts R2, thereby establishing a 'holdingtcircuit across the contacts TDI. The holding 'relayi also: opens its-contacts R'l to dee'nergizethe timendelray relay Because "of such deenergization; the dull. time delafy of the relay is iavailable -sh'ould a subsequent interruption :of power .toccur.

The tubes-Hand 43 havetheir plates'orranodes fl lB and 43B connectedirespectively toithe ter- ::.:-minals of the secondaryfwindingr BIB 'ofathe 1 I i transformer 5 I .1': This secondary'iwinding. is 1: proivided-with a oenter tap 510. i Thegenerator'field "'winding 'GF2 isr reversibly connected between the centeritapilCiand ithe conductor 49. For example; When' the contacts U3'1'and U4 i of [the Lup direction switoh U are closed; the generator field winding GFZ is connected: 'iwith sproper polarity 51 ts pro'duce movement: or the elevatorscar C:'=-in an up direction; i 'convers'ely," whenathe contacts lli Dirahd D4 iof thedown: 1 direction switch rare I closedg thefgeneratorifield winding GFZ: is connected with-proper polarity to pr'oduce idownward travel ofz-theelevatorcai'i C.

#The outputs ofthe thyratrons :are "controlled and 43G; These-grids; are :connectedi respectively ""through resistors -53'1'andl55 I to a conductor i 51.

Operation of the-" thyratrons may :be improved why i connectinga =capacitors58 :betweennthe iconductors l'lieiiand 51. .:..-It'r.wi1l'ibel understoodtthat the""voltage applied betweenizthe conductors-" 49 wand" 51 controlstheIfiringi of ithe thyratrons.

:An error .voltage is applied lbetweerrithe :conductors 49r and" 531 .:for theipurpose of controlling th'enutputiotzthe' thyratrons. iThiserrorivoltage :orepresents the difference-between a speed'volta-ge,

which represents the speed'of the'motorMQ'and I; a. pattern: voltage, which determines the: desired a -s speed iof i the -motor. F The pattern voltage conveniently: may :be obtainedfrom a voltage dividezg -:'.=.;'-or'= I'eSiSi/D1-"59' which is'con-nected between the P-hu-ses Bi -and B2. 1 a'lhe patterz'i voltage derived fromathe voltage divider appears between a: coni ductor 6| which is c'onnected t-o the conductor 19, and a"c'onductor63.:. 'The conductor BI is. com mnectedhto a fixed point on the VoltagediVider-SQ.

Th'econ'ductor' 63 is connected thnoughfr-ont con- ?ztacts-GRS of: the speed control relay GR and an :zf'adj u's'tahl'e resistor I flfli to an -adjustable-tap59A a ion;.thetv-olta'gev divider toprovidea-pattern voltage effective new pattern voltage is; determined'in 6 .suitahle' for-acceleration and iul'l-speedoperation for thelmotor MO. -'..':AfiteI'-Jth generator voltage output haSfblIilt rupito acsubstantial .value,r front woman-s FR it: of. an: acceleration control :relay close to? shunt'itheiresistor ['0 0. i This permits an Linc-re-aseiin: acceleration of the-motor which-rapf.id1y-.:reacheg :full speed. By providing theseitwo f? accelerating steps, the peak acceleration currents and thezpealt torque rating of the' variableevol-tiagedrive-m-ay he material'ly reduced. The 'relay FR: is connected across .the armature of thegenorator. G through a resistor HH and may he designed to pick up when the output vol-tage'of ithe generator reaches a predeterminedzvalue such'as 80 of maximum.

I Forfslow speed operation theconductor fil" is roonnected "through "back' contacts 1 GRS: or the :spe'ed control relay to an adjustable tap -59B' on the voltage divider. This connection may best- 20' footed either through a resistor or through'one or two-sets of contacts LU! and 'LD I. These are contaets of the-up leveling a'nd dow'n leveling'rel'aysw' It will be understood that adjustment of thettap" 59A adjusts the full speed "of the motor MO' whereas adjustment'of the tap- 59Badjusts ii thelow speed 'of the motor. The tap SSB may-be fr adjust'ed-to a point on the voltage divider which is negative relative to the conductor 6! if -so desired.

When'the speedcontrol relay GR drops outthe rate oi deceleration may be adjusted by adj ustmentof'the value of resistance of the resistor 65. To-this'en-d'anadjustable shunt is established-for a portion of the resistor 65 through back contacts GRA I of a-deceler-ation control relay 'GRA. 'Ihis relay GPtA is energized through front contacts GRS of the speed controlrelay GR.

The relay GRA has a time delay-in "drop out which-may be of theorderof 0.1 to 0.2second. Consequently, when the. relay GR drops out the part'b'yth'e entire resistor 65 for 0.1 to 0.2'secohd. When the 'relay-GRA' finally*dropsoutonly 'a small part of the resistor-65 is efiective=and the efiective pattern' voltage is more quickly lowered towards' 'the value-determined loy'the tap 59B. 3 Thus a smooth, comfortable initiation of slowdown is obtained. As representative of suitable performance, the deceleration of the elevator car during the interva-l between the drop" outs 'of the relays GR and 'GRA may be of 'the orderof one-half the value cbtainedafter the drop out of i -therelay GRA.

An' energy storage device or a capacitor ii'lis :Tzconn'ected between the negative terminal of the iv'olt-age divider and the"conductor-63. Theca- :;p-acitor is connected to point on thevo'ltage diirvider which is negative with respect to the conductor.6l. IThe capacitors?! and the-resistor '65 have a t'ime constant'wh-ich makes gradual-and -smooth the transition of the patternvolt-age-from l thehigh speed value to the low speed value. The 2;3:resulting.deceleration of the elevator-car 1 is L .Lsmooth. LThe delay" in reaching the new voltage or th'etime constant depends on the' value of resis-tance and capacitance employed.

. When the. rel-ayGR drops out the slope of the deceleration -pa'ttern (speed relative to time)" is undetermined-by thextime constant of the capacitor ii! and a'resistance value Whichincludes the re- :.;.sistance of the entire resistor 65. When the"re lay 'GRA drops out. the slope is increased to 'correspond to a shorter time constant because of-the shunting of a portion of the resist-W 65. 7 It .will:-be.-:recalled that thepattern voltage is compared to a speed voltage representing the speed of the motor MO. This speed voltage may be obtained from a tachometer generator mounted on the shaft [5, as pointed out in the Martin et al. Patent 2,313,955. However, it is preferable to obtain the speed voltage directly from the motor MO. One system for obtaining a speed voltage from the motor of a variable voltage drive is disclosed in the King Patent 2,389,367.

In the embodiment of Fig. l, a speed voltage representing the speed of the motor MO is applied between conductors S9 and H. The conductor 69 is connected to a tap on a voltage divider or resistor 73 which in turn is connected across the conductors 33 and 35 of the loop. The voltage across the voltage divider 13 represents the generator output voltage. The voltage across the voltage divider l3 diifers from the counterelectromotive force or speed voltage of the motor M by a factor dependent on the resistance drop in the interpole field windings and in the armature of the motor MO resulting from load current flowing therethrough. For this reason, the voltage derived from the voltage divider i3 is compensated by a suitable compensating voltage to obtain the desired resultant speed voltage. The compensating voltage may be derived from a resistor connected in the loop circuit. However, it has been found that a suitable compensating voltage may be derived from a resistoror voltage divider 75 which is connected in parallel with the interpole field windings GP and MP the voltage divider 15 has a current flowing therethrough which is proportional to the load current supplied to the motor MO. The compensating voltage is introduced by connecting the conductor H to an adjustable tap 15A on the voltage divider 15 through front contacts GR3 of the speed control relay GR. When the contacts GR3 are closed, portions of the voltage dividers i3 and 15 are connected differentially in series to provide a speed voltage between the conductors B9 and H, which represents accurately the speed of the motor MO.

The voltage between the conductors G9 and H is connected difierentially in series with the voltage across the conductors 83 and GI to apply between the conductors 51 and 48 an error voltage which represents the deviation in speed of the motor MO from that represented by the pattern voltage between the conductors 6| and 63. Since the polarity of the voltage between the the conductors BS and H reverses in response to a reversal in the polarity of the generator G, the speed voltage is connected to the pattern voltage through a reversing switch represented by the contacts UI and U2 of the up direction switch and the contacts DI and D2 of the down direction switch. When the system is conditioned for upward travel of the elevator car, the contacts UI and U2 are closed. When the elevatorcar is conditioned for downward travel, the

, contacts Di and D2 are closed. This assures Edifierential connection of the speed and pattern voltages for both conditions of operation.

The capacitor 19 and the resistor '1? provide first derivative damping to oppose any tendency of the system to hunt. In response to any change in the voltage between the conductors 33 and 35, the resulting change in the voltage across the voltage divider 73 causes a capacitor charging or discharging current to how through the resistor 11. Such current produces a voltage drop across the resistor T! which changes the bias applied between the grids and cathodes of the thyratrons. If the capacitor 19 is connected between the conductor 69 and the proper one of the conductors 33 and 35, the consequent change in the energization of the regulating field winding GFZ is in a direction opposing the change in voltage between the conductors 33 and 35. Consequently, the capacitor 19 and'resistor H compensate for any tendency of the system to hunt.

The compounding or voltage requirements of motors may differ for different motors and for diiferent speeds of a given motor. Therefore, when the speed of the motor MO is changed, it may be desirable to change the compounding of the regulator system. For example, some conventional elevator motors require more comcompounding in the regulator system at landing speed than at high speed. Such a change'may be introduced by connecting the conductor H to an adjustable tap 53 on the voltage divider 15 when the back contacts G134 close. It will be observed that the tap 35B incorporates a larger portion of the compensating voltage appearing across the voltage divider l5 and consequently decreases the magnitude of the voltage which appears across the conductor 69 and H. The tap i518 has a compounding effect higher than that of the tap 15A.

In order to decrease the shock introduced by the sudden transition from the voltage represented by the tap 15A to that represented by the tap 15B, a predetermined time delay in the transition between the voltages is introduced. Such time delay may be provided by introducing a resistor 8! between the conductor 1| and the tap 75B, and by introducing a capacitor 83 between the conductors H and 33. Whenthe contacts GR3 open, the resulting increase in the voltage across the capacitor 83 results in the flow of substantial charging current to the capacitor through-the resistor SI. The charging current and the voltage drop across the resistor 81 decrease at a rate dependent on the time constant of the charging circuit. Inasmuch as the voltage drops across the voltage divider !5 and the resistor 8! are in opposition, the opening of the contacts GR3 results in a gradual change in the speed voltage to its new value. Also, the resistor 8i and the capacitor 83 introduce substantial second-derivative damping for the system. This damping tends to smooth out any irregularities in speed otherwise resulting from intermittent firing of the thyratrons.

It should be noted that the resistor 8! is located not only between the conductor H and the contacts 6R4, but also between the conductor H and the contacts GR3. Consequently when the contacts GR3 are closed the resistor BI and the capacitor 83 are still efiective for providing second derivative damping. This second-derivative damping is available at all times to improve the stability of the elevator motor.

Turning now to the control circuits for the various relays and switches, it will be observed that the car switch CS may be operated in a clockwise direction from the neutral position illustrated in Fig. 1 to energize an up direction relay UR or in a counterclockwise direction to energize a down direction relay DR. The up direction relay UR by closure of its contacts URI conditions the up direction switch U for subse quent energization. In a similar manner, the down direction relay by closure of the contacts DRI conditions the down direction switch D for subsequent closure. The control circuits for the 91 up and down I direction switches also include contacts LDZ, LDS, LU2 and LU3 of levelingrelays LU and LD. These will be discussed later.

Operation of either of the relays=UB or DR results in energization of a car running relay M 5 which closes its contacts MI to complete an energizing .circuit for the selected up switchor down switch'U or B When either of these-switches-is operated, an auxiliarycar running relay N also is energized. .In addition, a holding'relayi'l 01:2 '10 is energized for the'purpose'of establishing'ia holding circuit for either the up direction'switch U or the" downdireetion switch Dz.

When either the up direction relay UB 'or the down direction relay DB is energized, baok'con tact UB3 and'DB3 are open to deenergize the leveling inductor relay IL and the'slowdown'inductor relay 2L.

Asa result of energizationof the auxiliary car running relay N, "contacts N5 close'toenergize 'a 130 holding-relay-H and the speed'control relay The" holding relay-whenenergized establishesa holdingcircuit for thecar runningrelay'M'and; under certain conditions "when deenergized, ,es-" tablishes a holding circuit for'eitherthe updi-' '35 rection switch U orthedown direction switch D, depending uponwhich'is energized. Thespeed control relay GB operates variouscontacts for the purpose of determining-the speed of themotor" MO.

Various conventionalsafety devices; 'such' as top limit switches TL, *bottom limit switches BL and door-safety switches'85, are'provided: One of the door safety'switches may be. employed for each floor or hall door, and fortheelevator door. 5 Each safety switch is openwhenits associated"- door is open. A manually operalole switch '81 also may lee-provided" for preventing energizer-'- tion'of the up and downdirection switches It is believed that the control system can best 4 be described by analyzing its 1 operation during thetravelof the elevator car; Let it beassumed initially that the car C is at the first floor and that-it is desired to move the car C from the first floor to the third floor of'the associated 4 building. The operator first closes his car door and the hall door on the first floor, and then rotates his carswitch CS in a clockwis'ediree- 9 tion to energizethe up direction-relay UB: The energizing circuit is BI, DB2; UB, CS, B2. In response to its energiza-tion, the up direction relay UR closes its front contacts UR I to condition the up direction switch U for subsequent ener gization. Also, the backcontacts UB2 open'to' preventenergization of the down direction relay gizestheleveling inductor relay IL and the slowdown inductor relayZLJ Finally,closureof'the front contacts UB4 energizes the car" running 5 relay Mi Atthi's -stageof theoperation, the contacts 2UL and--2DL-of .the slow down inductor relay" areclosed. 'Ihe'contacts 'IUL-and IDL of the leveling inductor i 'elay-alsoare-closed'. It is be lievedthattheconstruction-and-operation of the inductor relays are well known. As well understoodin the art, an inductor relayhas an enter-- gizing winding-which :when energized" is ineffec tive-to actuate its associated contacts unless the inductor relay,- which is mounted on 'the'elevator-qinductor relay IL mounted on the car is located between the two inductor plates PI andPZ for the first fioor, which are secured in the hatch. If the winding of: the inductor relay IL is energized, the contacts IDL and IUL are open for the reason that the inductor plates PI andPZ complete'the magnetic circuits for actuating the contacts IDL and IUL. If the car were to move in an upward directionrepresented by the arrow US-fora predetermined distance, such as threequarters of an inch, the plate PI wouldfail to complete the-magnetic circuit for the contacts IDL, and these contacts would close, even though the. winding of the inductor relay IL remained energized. Conversely, if the elevator car Were to move in a downward direction as represented by the arrow. DA for a predetermined distance, 3

such as three-quarters'of aninch, from the position illustrated in Fig. 2, the plate P2 would fail to completeits magnetic circuit, and the contacts- IUL wouldclose, even though. the winding of the relay IL remained energized.-. Aninductor relay of-this general type will be found in the Santini.

Patent 2,298,174.

Inasmuch as theup leveling. relaylLU is ven-i. ergized, its contacts LUI and LU3 are. open, and its contacts LUZ, LU4 and-L are closed... Sim-' ilarly, inasmuch as the down leveling relay LD is energized, the contacts LDI and LDZ are open, and'the contacts LD3,LD4 and LD5 are closed. Since both contacts LU5 and LD5 are closed, the auxiliary relay-L is energized, and its back contacts LI are open.-

Returningnow to the car runningrelay M,-it willbe noted thatclosure of the contacts MI energizes theup'direction switch through the cir cuit,

BI, 8558.1;D5, U,'TL, URI, MI, B2- Y.

proper" polarity relative to the pattern voltage appearing between the conductors BI? and 63;

The contacts U3 and U4 close to connect the reg- I ulating field GF2 with I proper polarityqfor upward travel of the elevator car C. The contacts U6 open to'preventenergization of the down. (ii-:-

5 a rection switch D. DB. Opening of the back contacts UB3 deener- 5 Closure of the front contacts U5 of the'upudi rectionswitch connects the holding relay l and the auxiliary car running relay N for .energizae tion in parallel with the up direction switch. U.

, The holdingrelay I closes its front contacts :I--I

to establish a holding circuit in cooperationmith the contactsLUZ across the contacts UBIof the up direction relay. The holding relay also: closes its contacts I2' toprepare the speed control car running relay, the back contacts NI openito disconnect the generator field winding .GEI from Y the'conductor -35.-- The contacts N4 close to re= leaseth'e brakeshoe I9 fromthebrake drum II' in the manner previouslydiscussed. The con tacts. N5 "close' to'tenergize the holding-relay H through the circuit,

BI, LU4, LD l, H, N5, B2

11 In addition, the speed control relay GR is energized through the circuit,

BI, ZUL, TL, l2, GR, N5, B2

Energization of the holding relay l-I opens back contact I-II. This has no immediate effect on the operation of the elevator system. In addition, contacts H2 close to establish a holding circuit for the car running relay M around the contacts UB4.

Energization of the speed control relay GR opens the back contacts GRZ and closes the front contacts GRI to connect the generator field winding GFI across the conductors 33 and 35 with proper polarity to act cumulatively with the regulating field winding GFZ. The front contacts GR3 close for the purpose of applying the desired motor speed voltage between the conductors 69 and II. The back contacts GR4 open to disconnect the tap 753 from the resistor 81. The contacts GR5 close to connect the conductor 63 to the tap 59A through the resistor I08 for the purpose of applying the correct pattern voltage between the conductors GI and 63. It will be understood that the elfective pattern voltage increases at a rate determined by time constant of the capacitor 6? and a resistance comprising the ef fective resistance of the resistor I533. The back contacts GRG of the speed control relay open at this time for the purpose of disconnecting the conductor 63 from the tap 59B. The back contacts GRI open but have no immediate effect on the operation of the system.

Closure of the front contacts GR8 results in energization of the deceleration control relay GRA at this time. The relay GRA opens its back contacts GRAI to render efiective for subsequent retardation the entire resistor 55.

Since the pattern voltage appearing between the conductors BI and 63 is opposed by a zero motor speed voltage, a substantial error voltage is applied between the grids and cathodes of the thyratrons, and substantial excitation is applied to the regulating field winding GFZ. Inasmuch as the pattern voltage increases at a predetermined rate due to the aforesaid time constant, excessive excitation and excessive accelerations are avoided. As the generator voltage increases, the generator field winding GFI is excited to assist the regulating winding GFZ. Also when the generator output voltage reaches a predetermined voltage, such as 80% of maximum the relay FR picks up to close its contacts FRI. These contacts shunt the resistor I00 and place maximum pattern voltage between the conductors BI and 63.

The motor speed voltage appearing between the conductors 69 and II increases as the motor MO picks up speed. Consequently, the error voltage applied between the grids and cathodes of the thyratrons decreases until the elevator car reaches full speed. At this time, the thyratrons provide sufiicient excitation to maintain the elevator car at the desired full speed.

If the operator desires to stop his carat the third floor of the building, he centers his car switch CS after passing the second fioor, and consequently he de-energizes the up direction relay UR. The contacts URI promptly open, but since they are by-passed by the contacts I-I and LUZ in series, the opening of the contacts URI has no immediate effect on the operation of the system. The contacts URZ reclose to condition the down direction relay DR for subsequent energization.

12 Closure of the back contacts UB3 energizes the slowdown inductor relay 2L through the circuit,

BI, 2L, UR3, DB3, B2

However, the contacts of the slowdown inductor relay cannot operate until the inductor relay reaches its associated up direction inductor plate for the third floor. The slowdown inductor relay mounted on the car reaches its associated up direction inductor plate at the third floor when the elevator car is at a predetermined distance, such as three feet from the third floor (this distance may be suitable, for example, for an elevator car having a j full speed of the order of 200 feet per minute). When the slowdown inductor relay reaches the associated inductor plate for the third floor, its

up direction contacts 2UL open to deenergize the speed control relay GR. The speed control relay promptly closes its contacts GR! to energize the leveling inductor relay IL. However, the contacts of the leveling inductor relay IL cannot operate until the inductor relay IL reaches its associated inductor plates for the third floor.

Contacts GRI open to disconnect the generator field winding GFI from the associated conductors 33 and 35. Back contacts GR2 close but do not establish a complete connection for the generator field winding GFI for the reason that the back contacts NI and LI still remain open.

The front contacts GR5 open to disconnect the conductor 63 from the tap 59A. Back v contacts GRB close to connect the conductor. 63 to the tap 5913 through the resistor 65. Also, the contacts GR3 open and the contacts GPA close to transfer the connection of the conductor 'II to the tap 153. The change in the pattern voltage corresponding to the change from the tap 59A to the tap 59B, is gradual because of the delay action introduced by the capacitor 67 and resistor 65. In response to the change in pattern voltage and the consequent change in field excitation 'of the generator G, the motor MO decelerates, and the elevator car approaches gradually its landing speed.

The opening of contacts GRB deenergizes the deceleration control relay GRA and this relay starts to time out. After a delay which maybe of the order of 0.1 to 0.2 second the relay GRA drops out to close its back contacts GRAI. This closure shunts a portion of the resistor 65 and the pattern voltage continues to approach its landing value at a faster rate determined by the time constant of the capacitor 6! and the eifective portion of the resistor 65.

At a predetermined distance from the third floor (such as seven inches), the leveling inductor relay reaches its inductor plate PI for the third floor, and the contacts IDL of the leveling inductor relay open to reenergize the down leveling relay LD. The down leveling relay closes its contacts LDI to shunt the resistor 65. Because of the time constant of the resistor 65 and the capacitor 61, the elevator car speed approaches its landing value at an exponential rate, with respect to time. The final 10% of the decay in speed occurs very slowly. However, the shunting of the resistor 65 by the contacts LDI definitely forces the elevator car to the desired landing speed. The contacts LD2 close but have no immediate effect on the operation of the system. The contacts LD3 open but again have no eifect on the immediate operation ofthe system. The contacts LD4 open to deenergize the holding relay Finally; the contacts 'LD5 opento de.energizeL-.:

the auxiliary relay L.

The relay L closes its back: contactsLi to -com'- plete a connection of the generator field winding GFI across the conductors 33 and 35 through the back contacts GR2 with proper polarityfor op posing the field produced by the generator fieldwindingGFZ-y The-parameters of the circuits maybesu'ch-thatthe generator field winding GFl produces twice the value of the resultant mag netomotiveforce i required for --the a generator; 1

whereas" the generator field winding GF2 pro-- duces approximately three times the resultant magnetomotive force required bythe generaton Since these field windingsare-differentially as;- sociated, the net field excitation of the generator is "equal tothe=desired-value'.-- At the same time,

thethy-ratrons operate at a level sufficiently high to assure *stable operation thereof l" Withthe field -windings differentially connected,--the regulator forces the motor and-car'speed to followtern-because of the aforesaid holding circuit the're-- around-w The differential connection of thegenerator fie d-windings in cooperation with the change in the values of the pattern'and' speedvoltages results in the continued approach to the third floor of the elevator car at a predetermined slow landingspeed; At' approximately three-quarters of an inch fromthe floor; the leveling inductor relay lL-reaches the inductor plate P2 for the third floor-to-open itscontacts" IUL.- The contacts in opening deenergize the up leveling relay LU. The resulting closure of the contacts'LUl and LU3 has no immediateeife'ct on the operation of thesystem. The openingof thecontacts LU4 and LU5 also-has no immediate effect on the operation of thesystern; However, the opening of the contacts LUZ results in deenergization of the relays U; N and-l. The holding relay I opens its contacts Il--and l2 without further effect on the-system.- The up direction switch U opens its'contacts Ul andUZ to'disconnect the-speed voltage from the thyratron system. The contacts U3 and U4 open to disconnect the generator field winding- GFZ from the thyratron circuit. The' contacts U5 open but have no immediate effect-onthe operation of the system. The contactsUB 'close' to condition the down direction switch D for subsequent energization.

The deenergization of the auxiliary car running relay: N .results in' closure of the contacts NI. Because the generator: field winding GFI acts in opposition to the resultant generator field, upon thei'disconnection of the generator'field winding GFZ, the generator field winding GFI rapidly reduces the voltage output ofthe generator G1 and efiectively kills any residual magnetism in' the generator. The openingof the contacts N4- results in re-application of the'brake shoe l9 tothedrum 4'! to bring the car to a stop accurately at the third floor. The opening of the contacts Ni-hasno immediate effect onthe operation of the system but merely conditionsit for subsequent operation. I

Should the car-overrun the third floorby a predetermined distance, 1 such as three-quarters of an inch, the :levelingdnductor relay IL leaves itsassociated plate Pl sufliciently toresultin closureofthe; contacts |DL. These contacts in,- closing energize the down. leveling relay LDJ Thee contacts LD3 -establish--a circuit for. the 1 down.

direction switchD as follows:

BI, as, 8.1; in, D, BL; line. we; H1. B2 t.

The" down direction switch closes its icontacts" DI and D2 to connect thespeedvoltage between the; conductors 2691and'1 l "in'prope'r polarity'relae tive tofthe pattern voltage occurringbetween; the conductors 6i and 63;. The contacts D3i'andji. D4 closeitoijconnect the generator field winding .1; GFZiwith" proper polarity for downward'travel of;

the elevator car. The contacts .D5 opent'opre-tvent subsequent energization ofthejupidirection' switch U." The contacts D6 close to connect Zthe holding relay '2 and the auxiliary .carlhrunnin relay N in parallel with the down direction switch D for energization. The holding relay; 2 closes itscontactsl-l, .but this has. no eifecttonthe, operation =ofthe system. Also; the holding relay.

2 closes its .Ifront contactsZ-Z to .prepareth e v speed control relay GB, for. energization.

Theauxiliarycar. runningv relay. N "opens its contacts N I} butrthishas no immediate ,effectlon-l. the operation of. the system. Contacts m mosa, to release the brakei-n a mannerpreviouslycdisel cussed.,.,The .conta'cts N5 close,.butsuch closure.- does-not result inenergization of.the speed= con?- Y trol relay ,GB forthe reason that the contacts.vv

ZDLIremainopen. The relay. H remains idea a energized for the reason th'atthecontacts LU Ll remain open. Since the pattern voltage has-sub stantially zero mctorspeed voltage opposing .it, a

substantial error voltage-is applied to' -thethyrae trons-end the generator-fieldwinding GFZ: is energized-to. move the carlin a downward .di-L

rection. inductor relay. IL againreaches a position-relative to .its associated inductor plate -Pl. wherein:

In its downward travel,,-.the-leveling-.

the: contacts [BL again.open.. Such opening deenergizes. the down leveling relay LD which opens, its contacts -LD3 to ,deenergiz e ,thedown-rdirecea tion .switch D, the-holding.:r elay- 2 and the auxil i iary;car-running;relay-N Thev holding relay -2 opens its contacts 2-?! and 2-7-2. ;butthese;have-. no immediate effect on the operation ofthe-sysrw tem. The down direction switch D opensits contacts DI and D2 todisconnect the speed voltage-from.- the thyratron circuit. 3 The contacts f D3 and D4 open to disconnect thei eneratorfield winding GFZ from the thyratron circuit. The contacts D 5 and D6, respectively, close and open to restore the system for'further operation. A

The auxiliary car running relay -N when -de--- energized, closes its contactsN I, but this hasno" immediate effect on-the operationof-the-system.

The contacts 'N4-open to permit reapplication of the'brake in a manner-previously discussed: Thecontacts N 5 open, and the remainingcontactsof the relay LD 'areactuated to restorethe-system for further operation withoutproducingany'immediate-effect thereon; The car now-is accurately located at the thirdfloor.

Nextit will be assumed-that theelevatoroperator is desirous of returning the elevator car-from the third floor to the first floor of the building in 5 which *the elevator system is installed. After closing the hall andcar doors; he'actuates the 1 car switch CS in a counterclockwise direction to establish-thefollowing circuit forthe down di--- rection relay DR 15 BI, UB2, DR, cs, B2

In response to its energization, the down direction relay closes its front contacts DRI to condition the down direction switch D for subsequent energization. Opening of the contacts DR2 prevents energization of the up direction relay UR. Opening of the back contacts DR3 deenergizes the leveling relay IL and the slowdown inductor relay 2L. Closure of the contacts DR4 energizes the car running relay M.

With the inductor relays deenergized, the contacts 2UL and 2DL are closed, and the contacts lUL and lDL also are closed. The leveling relays LU and LD are both energized which means that the contacts LUI, LDI, LU3 and LD2 are open, whereas the contacts LUZ, LUA, LU5, LD3, LD4 and LD5 are all closed.

When the contacts Ml of the car running relay close, the down direction switch D is energized through the circuit BI, 85, 81, U6, D, BL, DRI, Ml, B2

The contacts DI and D2 close to connect the source of speed voltage represented by the conductors 69 and H with proper polarity to the source of pattern voltages represented by the conductors 63 and El for downward travel of the elevator car. The contacts D3 and D4 close to connect the generator field winding GF2 with proper polarity for downward travel of the elevathe contacts 2-2 are closed to prepare the speed control relay GR for energization.

Energization of the auxiliary car running relay N opens its back contacts NI. Since the contact Ll also are open because the relay L is in energized condition, the field winding GFI is dis- H connected from the conductor 35. The contacts 7 N4 close to release the elevator brake in the manner previously described. The contacts N5 close to energize the speed control relay GR through the circuit BI, ZDL, BL, 22, GR, N5, B2

In addition, the holding relay H is energized through the circuit Bl, LU4, LD4, H, N5, B2

The relay H closes its front contacts H2 to establish a holding circuit for the car running relay M. and opens its back contacts Hi. I The speed control relay GR operates in exactly In order to stop at the first floor, the car op- V erator may center his car switch CS as he passes the second floor. The resulting deenergization of the down direction relay DR opens the front contacts DRI, but since these contacts are shunted by the contacts 2| and LD3, such opening does not afiect the operation of the system. The contacts DRZ close to prepare the up direction relay 16 j UR for subsequent energization. The contacts DR3 close to energize the slowdown inductor relay 2L through the circuit Bl, 2L, UB3, DR3, B2

The contacts DR4 open but are by-passed by the closed contacts H2.

The energization of the winding of the slowdown inductor relay 2L has no efiect until thecar is within the predetermined distance, such as three feet, from the first floor. At this point, the inductor relay cooperates with its associated inductor plate at the first floor to open its down direction contacts 2DL. This results in deenergization of the speed control relay GR.

The speed control relay GR and the relay GRA operate in exactly the same manner discussed with reference to the slowing down of the elevator car as it approaches the third floor during up travel to slow down the elevator car C as it approaches the first fioor.

The closing of the contacts GRT results in energization of the leveling inductor relay IL. When the elevator car is within a predetermined distance from the first floor, such as seven inches, the inductor relay IL cooperates with its associated inductor plate P2 to open the contacts IUL. These contacts in opening deenergize the up leveling relay LU. The contacts LUI close to shunt the resistor 65. Contacts LUZ open, and contacts LU3 close without immediately effecting the operation of the system. Contacts LU4 open to deenergize the holding relay H, and contacts LU5 open to deenergize the relay L.

As a result of deenergization of the relay L, the contacts Ll close to connect the generator field winding GFi across the conductors 33 and 35 with proper polarity to produce a magnetomotive force opposing that produced by the generator field GFZ. The resulting difierential field operates in the same manner discussed with reference to the travel of the up traveling car within seven inches of the third floor to produce a slow landing speed for the elevator car.

The deenergization of the relay H closes the contacts HI, which cooperate with the contacts LU3 to establish a holding circuit around the contacts MI. The contacts H2 open to 'deenergize the car running relay M which opens its contacts Ml. However, since the contacts Ml have a by-pass circuit therearound, their opening has no immediate effect on the operation of the system.

When the down traveling elevator car is within a. predetermined distance, such as three-quarters of an inch, from the first floor, theileveling inductor relay cooperates with the associated inductor plate PI for the first floor to open its contacts IDL. As a result, the down leveling relay LD is deenergized. The contacts LDI and LD2 are closed, whereas the contacts LD3, LD4 and LD5 are opened. Closure of the contacts LDI and LD2 has no immediate eifect on the operation of the system. Opening of the contacts LD3 deenergizes the down direction switch D, the holding relay 2 and the auxiliary car running relay N. The holding relay 2 opens its contacts 2- and 2-2 without efiecting the immediate system operation. The down direction switch D opens its contacts Di and D2 to disconnect the conductors 69 and H from the associated conductors 57 and 63. The contacts D3 and D5 open to isolate the generator field winding GFZ. The contacts D5 close and the contacts D6 open to condition the system for subsequent operation.

The deenergization of the auxiliary car running relay N closes the back contacts NI and opens the front contacts N4. Opening of the latter contacts results in application of the brake to bring the elevator car to an accurate stop at the first floor. During the stop, the generator field winding GFI remains energized in a direction to kill any residual voltage and field in the generator G. The contacts N also open to'prepare the system for subsequent operation.

If the elevator car overruns the first fioor for a predetermined distance, such as threequarters of an inch or more, the leveling inductor relay IL leaves the associated inductor plate P2 sufiiciently to permit closure of the contacts IUL. In closing, these contacts energize the up leveling relay LU. The contacts LUI open but have no effect on the operation of the system. The contacts LU2 close to establish the following circuit for the up direction switch U,

BI, 85, 87!, D5, U, TL, LUZ, LDZ, 311,132

The contacts LUd open and the contacts LUfi and LU5 close, but these have no effect on the immediate system operation.

The energization of the up direction switch U closes contacts UI and U2 to connect the source of speed voltage represented by the conductors 69 and H to the conductors. 83 and 51 with proper polarity for up travel of the elevator car. The contacts U3 and U 3 close to connect the generator field winding GP? to the associated thyratrons with proper polarity for up travel of the elevator car C. The contacts U6 open to prevent energization of the down direction switch D, and the contacts U5 close to connect the holding relay l and the auxiliary car running relay N in parallel with the up direction switch U for energization.

Closure of the contacts |I has no effect on the system of operation. Closure of the contacts [-2 also has no effect for the reason that the contacts L are open.

Since the system now is connected for slow speed up travel of the elevator car, the car moves in an. upward direction. When the car returns within three-quarters of an inch of the first floor, the leveling inductor relay IL cooperates with its associated inductor plate P2 to open the contacts IUL. Opening of the contacts IUL deenergizes the up leveling relay LU. The contacts LUI and LU3 close, whereas the contacts LUZ, LU l, and LU5 open. In opening, the contacts LU? deenergize up direction switch U and the relays I and N. The contacts i-l and l-2 return to their open condition. The contacts U! and U2 open to disconnect the conductors 59 and "ii from the conductors 5i and The contacts U3 and U4 open to isolate the generator field winding GFZ. The contacts U5 open and the contacts U6 close to prepare the system for subsequent operation.

The relay N closes its back contacts N .l and opens its front contacts N4. The opening of the contacts N4 results in application of the brake to bring the car to a stop accurately at the first fioor. The contacts N5 open to com .plete a restoration of the system for subsequent operation.

By reference to Fig. 1, it will be noted that a resistor H32 is connected between the negative terminal of the voltage divider 59 and the conductor 5'5. The resistor N52 has a resistance value which is so large that it has a negligible effect on the normal operation of the system. For example, a resistor W2 having a value of oneh-alf megohm was found suitable for an elevator 18 system embodying the invention, and was much larger in resistance value than the resistance value of the error circuit.

If the circuits which normally determine the volt-ages applied between the conductors 5'! and 49 become ineffective because of failure of one of the contacts Ul, Di, U2 or D2 to close when it should close or for any other reason, the thyratrons are prevented from firing to produce an excessive motor speed by the negative bias supplied thereto through the resistor HEZ. This bias corresponds to the voltage between the conductor BI and the negative terminal of the voltage divider 59. The bias prevents possible excessive-speed operation of the elevator car.

Although the invention has been described with reference to certain specific embodiments thereof, such embodiments are presented in an illustrative rather than a limiting sense. Numerous modifications of the system are possible falling within the spirit and scope of the invention.

I claim as my invention:

1. In an elevator system for a structure having floors, an elevator car, a driving motor, means mounting the elevator car for movement by the driving motor relative to the structure to serve the floors, and a speed controller comprising pattern means for supplying a r ference pattern for energizing the motor, means for comparing the motor speed with the reference pattern and for energizing the motor in accordance with the difference between the reference pattern and the motor speed, means responsive to arrival of the elevator car substantially at a predetermined distance from a floor at which it is to stop for changing the reference pattern to a first value suitable for slowing the elevator car, and means responsive to the lapse of a predetermined time measured from said change in the reference pattern for further changing the reference pattern to a second value suitable for further slowing the elevator car, and time-constant means providing an electrical circuit having a time constant for controlling the rate at which each of the chan es in pattern voltage is effected.

2. A system as claimed in claim 1 in combination with means effective when the elevator car is to be started for giving the reference pattern a third value suitable for accelerating the elevator car, and means responsive to a predetermined energizati-on of the driving motor for iving the reference pattern a fourth value suitable for further accelerating the elevator car.

3. A system as claimed in claim 2, wherein said time-constant means comprises means for controlling the rate at which the last-mentioned change in the reference pattern is effected.

4. In a variable-voltage system, an electrical motor having an armature, an electrical generator having an armature, connections connecting the armatures in a loop circuit, a source of a pattern quantity, means for deriving a speed quantity representative of the speed of the motor, means controlled by the pattern quantity and the speed quantity for exciting the generator to maintain substantially a predetermined relationship between the speed quantity and the pattern quantity, means for successively and discontinucusly changing the value of one of said quantities, a plurality of times, and means establishing a time-constant network continuously effective during each of said successive discontinuous changes for making the eifect of such changes on the excitation of the generator substantially more continuous than the discontinuous changes.

5. In an electrical system, a motor, connections for deriving from the motor a voltage representative of the terminal motor voltage, adjustable compensating connections for combining with the voltage a compensating volt-age proportional to the motor armature current to obtain a resultant voltage proportional to the motor counter-electromotive-force, said compensating connections including a network having a permanently effective time constant for improving the transition between successive adjustments of the compensating voltage, and for decreasing the effect of changes in system conditions of short duration on said resultant voltage.

6. A system as claimed in claim 5 in combination with a generator having an armature, said motor having an armature and a field winding,- -connections connecting the armatures in a loop circuit for establishing a variable-voltage drive, a source of pattern voltage, and means responsive to the pattern voltage and the resultant voltage for exciting the generator to maintain a predetermined relation between the pattern voltage and the resultant voltage, said network being efiective during constant speed and variable speed operation of the motor for providing damping therefor.

7. In an elevator system for a structure, an elevator car, means mounting the car for movement relative to the structure, a motor for moving the elevator car, a control device comprising main electrodes and a control electrode for controlling current passin between the main electrodes, means for energizing the motor in accordance with current passing between the main electrodes, biasing means for biasing the control electrode relative to the main electrodes for preventing current fiow between the main electrodes and activating means for energizing the control electrode relative to the main electrodes for establishing a desired current between the main electrodes, whereby When said activatin means is ineffective for establishing a desired current between the main electrodes, said biasing means prevents excessive energization of the motor.

8. In a variable-voltage electrical system, a generator having an armature, a motor having an armature, connections connecting the armatures in a loop circuit, a grid-controlled device,

means for exciting the generator in accordance with the output of said device, a grid-control circuit for said device, bias means for applying to the grid-control circuit a permanent bias for limiting the output of said device, and an error circuit for applying to the grid-control circuit of the device an error voltage representing the deviation of the motor speed from a predetermined pattern, said error circuit when in operating condition rendering the permanent bias means ineifective to control said device.

9. A system as claimed in claim 8, wherein the bias means comprises a high-resistance circuit and said error circuit comprises a relatively low-resistance circuit.

10. A system as claimed in claim 8, wherein the device comprises a full-wave rectifier, in combination with means connecting the rectifier for energization from an alternating current circuit, said generator having a field winding connected for energization by the rectifier.

11. In a motor control system, an electric motor, a speed controller for the motor comprising speed-measuring means for producing a first quantity representative of the speed of the motor, pattern means for providing a second quantity representative of the desired speed of the motor, and speed regulating means responsive to the difference between said quantities for regulating the speed of the motor, said speed regulating means including directional switch means for correctly relating said quantities for each direction of rotation of the motor, and means effective upon failure of said directional switch means to establish the desired relationship between the quantities for biasing said speed controlling means to maintain the speed of the motor below an unsafe value.

ALVIN O. LUND.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Date 

